Those who have passed a certain age will forever associate BMWs with such virtues as practicality, unshakable reliability and comprehensive weather protection. Healthy and reasonable things, but maybe boring. However, those under the age of 30, for example, will find themselves on a completely different planet. For these young people, the defining characteristics of a BMW motorcycle are rather brutal powerhouses and outrageous performances: crazy, funny things.
Times have changed and BMWs have changed more than most others.
Enter the Ms: the hyper-naked M 1000 R (and the upcoming m 1000 XR), and this is the superbike m 1000 the culmination of BMW’s tireless quest to be the fastest and first on the track and an ultimate athlete on the road.
Essentially a special homologation for superbike races, the M 1000 RR has been in production since 2021 and will be launched this year with the same state-of-the-art 212 hp ShiftCam engine as last year’s machine, but with a number of intelligent aerodynamic developments.
Despite no change in performance, the competitive variant is 2023 M 1000 RR, and even racy M 1000 RR m (the motorcycle we are testing) are faster than the 2022 M both in corners and on the straight. The top speed increased from 190 mph to 195 mph thanks to a slippery new carbon body, while huge new fenders increase downforce by 40 percent. BMW claims that the fenders provide so much grip when cornering that the cornering speeds and angles of inclination are significantly higher, which, in theory, should reduce lap times.
The reduction in drag is due to a new fairing that creates a cleaner airflow around the rider, with a larger screen reminiscent of those used in TT races on the Isle of Man, a bubble-shaped nose, a RESHAPED tail unit and sidewalls, and on the m competition model, cooling channels for the front brakes integrated into a new front fender.
We were invited to test the m 1000 RR on the breathtaking MotoGP circuit in Mugello, northern Italy. We not only had the sublime asphalt of the Tuscan circuit to test all this aerodynamic theory, but also the two-time Superbike World champion Troy Corser, who showed us how to get the most out of the beast.
As a homologation special, the M does not have the semi-active DDC suspension of a standard S 1000 RR, so at first we had to spend some time fitting both ends to the Bridgestone Slick track and to the tires. Once this was done, with the help of Racing School Europe and Troy, there was an opportunity to push the boundaries of safety during the three days of intensive testing.
I’ve driven in Mugello a few times already, but I don’t think I’ve ever driven so fast and with such ease. While the M looks angry enough to scare your pants in the pit lane, he wears a lot of quiet, quiet cornering speed on the track and drives his driver with the confidence of a racing professional.